Motor-vehicle.



No. 659,078. Patented Oct. 2, |900. C. A. LIEB.

MOTOR" VEHI'ELE.

(Application led May 23, 1900.) (No Model.)

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UNITED STATES" PATENT OFFICE.

71 CHARLES A. LIEB, OF YORK, N. Y.

MOTOR-VEHICLE.

SPECIFICATION forming part of Letters Patent No. 659,078, dated October 2, 1900' Application filed MayZS, 1900. serial No. 17,712. tNo model.)

To all whom t may concern:

Be it known that I, CHARLES A. LIEB, a cirizen of the United States, residing at New York, in the county of New York and State of New York, have invented new and useful Improvements in Motor-Vehicles, of which the following is a specification.

My invention relates to motor-vehicles, and has for one object to provide means whereby the motor will be automatically thrown out of operation and the brake applied when the pressure upon the controlling mechanism or the releasing lmeans thereforis relieved.

Other objects of the invention will hereinafter appear, and that which I regard as new will be set forth in the claims. j

In the drawings forming part of this specication Figure 1 is a side elevation of a motor vehicle embodying my improvements. Fig. 2 is a plan View of the same, and Figs. 3 and 4 are perspective views of details.

Like reference-numeralsindicate like parts in the different views.

The body l of the vehicle is mounted, as usual, upon the rear driving-wheels 2 and the front steering-wheels 3, the same being supported upon springs 4. The steering-post 5 extends down through the platform of the vehicle and has secured to it a crank-arm 6, through which and the pitmen 7 7 said steering-post is connected to the crank-arms 8 on the axles 9, which carry the front steeringwheels 3. By rotating the steering-post 5 in one direction or the other a corresponding movement is of course transmitted to the steering-wheels 3. For the purpose of providing for the rotation of the steering-post 5 the steering-lever 10 is provided, which is pivoted to the upper end of said steeringpost and is capable of an oscillating up-and-down movement' thereon. Pivoted to the steeringlever 10 is a vertical rod or bar 11, which is adapted to slide vertically along the steeringpost 5 and to enter an opening 12 in a guideplate 13 for the steeringpost,which is secured to the front platform of the vehicle. The opening 12 is so disposed in the guide-plate 13 that when the rod or bar 9 is inserted therein the axles of the steering-wheels 3 will lie in a direct line with each other at right angles to the direction of movement of the vehicle. When it is desired to steer straight ahead, therefore, the lever 10 will be located so as to hold the rod or bar 11 either in or directly above the opening 12. Secured to the pitmen 7, which connect the crank-arms 6 on the steering-post 5 with the crank-arms 8 on the axles 9, are springs 14, providedfor the purpose of resisting the rotary movement of the steering-post 5 and for returning the same to its normal position when the pressure upon the steering-leverlO is relieved. One end of each of the springs 14 is connected to one of the pitmen 7, and the end is connected to a stationary part of the vehicle.

The effect of this construction is this: When thev hand is removed or pressure is relieved from the steering-lever 10, the springs 14 automatically return said leveraud the parts connected therewith and operated thereby to their normal positions, as shown in Figs. 1 and 2 of the drawings, at which time the rod or bar 11 is brought opposite the opening 12 and drops therein by gravity. In case of accident, therefore-aa for example, in a collision or when the operator becomes disabled and loses control of the steeringapparatus the construction described provides for the automatic return of the steering-wheels to such a position as to guide the vehicle in a direct line forwardly.

Preferably, but not necessarily, mounted in the body 1 of the vehicle is a motor 15 of any suitable form and construction, the same` being geared to the rear driving-wheels 2 for the purpose of propelling the vehicle in one direction or the other. The specific means shown by me for connecting said motor with the rear driving-wheels 2 consists of a pitman 16, pivoted eccentrically to a gear-wheel 17, around which passes a belt or chain 18, also passing around a roller or gear-Wheel 19 on the axle of the rear driving-wheels- The controlling-valve 2O for the .motorr 15, by means of which the motor is thrown vinto operation in one direction or the other or cut off, is connected through the shaft 21 with a controlling-lever 22 within reach of the operator. The said valve 20 is so constructed that when the lever 22 is in its normal position, as shown in Fig. 1 of the drawings, the motor will be cut off, but that when said lever is moved forwardly it will start vthe motor ahead and when moved rearwardly will reversel the mo- IOO tor. The said lever 22 is partially inclosed by a plate 23, secured to the Side ot' the body l adjacent to the operators seat. The said plate is provided on its inner surface with a socket 24 for receiving the end of the shaft 2l and with a segmental recess 25 above said socket, in which the lever 22 is capable of movement to a limited degree in both directions. \Vithin the socket' 25 are secured two leaf-springs 26 26, normally separated by a block 27, and the lever 2l is provided with a lug or projection 2S, which lies between said springs 26. When the lever 22 is moved in one direction or the other, it is done against the action of one of the springs 26, and said spring serves to urge the lever 22 back to its normal position. l/Vhen, therefore, the pressure is removed from the lever 22, it will be automatically returned to its normal position, throwing` the motor l out of operation through the action of one of the springs 26. In order to lock the controlling-lever22 in its normal position, [have provided two coperating locking-jaws 29 30, fulcrumed, respectively, upon stnds 3l upon the outer stirface of the plate 23. The said jaws are in gear with each other, so as to operate in unison and in opposite'directions by means of a tooth 33 on the jaw 29, which meshes with a corresponding notch or groove in the jaw 30. The upper ends of the jaws 29 30 are curved inwardly or toward each other and are adapted to embrace the lever 22 above the plate 23. When, therefore, the lockingjaws 29 and 30 are in the positions in which they are shown in Fig. l of the drawings, the lever 22 is locked in its normal position with the motor cut oit' and can only be operated by releasing the locking-jaws 29 and 30 from their engagement therewit h. The means shown by me for releasingr the lever 22 consists ot' an arm 34, projecting downwardly beyond the pivot 32 ot' the jaw 30 and connected through a link 35 with afoot-lever 36, pivot-ally mounted adjacent to the dash of the vehicle. The said arm 34 is further connected to a stron@ s rin" 37, attached to a C D stationary part of the vehicle. The spring 37 serves to hold the foot-lever 36 in its rearward position and/the jaws 29 and 30in locking engagement with the controlling-lever 22. Then power is applied by the foot or otherwise to the nppcrend of the lever 30, the latter is moved against the action of the spring 37 and unlocks the jaws 29 and 30, so as to separate the upper ends thereof frotn the lever 22. The said lever is now free to be moved in one direction or the other against the action of the light springs 26. The footlever 36 is provided with an arm 3S, which projects down below the floor of the body l, and is connected with a strap-brake 39 on the axle of the rear driving-wheels 2. The particular means of connection shown consists of rods 40 4l and a connecting series of links 42. It will be observed that the brake 39 is normally applied through the action of the spring 37, which tends to normally maintain the upper end of the foot-lever 36 in its rearward position and the lower end ofsaid lever in its foremost position. When, however, the upper end of the lever 36 is pressed for` wardly, the brake 39 is released. It will be seen, therefore, that the foot -lever 36 controls the action both of the brake 39 and the controlling -lever 22 for the inotor,and the spring 37 tends when the pressure on said foot-lever is relieved to first cut off the motor by returning the lever 22 to its normal position and then apply the brake 39.

'lhis construction is one of great import-- ance in motor-vehicles, as it provides in the event of an accident to the operator that the vehicle will be automatically stopped at once by the cutting off ofthe propelling power and the application of the brake.

In connection with the foregoing parts I have also provided means outside the control of the operator whereby the motor 15 may be cut off, either automatically or otherwise, and the brake applied. The said means consist of a cut-off valve 43 for the motor l5, located between said motor and the controlling-valve 20 and having a crankarm 44 on the stem thereof, which is connected through the rod or bar 45 with a crank-arm 46 on a horizontally-disposed rockshaft 47, located at the forward end of the vehicle. The said rock-shaft 47 hasl secured toit a fender 48, which is normally held in its raised position, as shown in Fig. l of the drawings, by a coil-spring 49, secured at one end to the shaft 47 and at its opposite end to a stationary part of the Vehicle. The crankarm 46 on the shaft 47 and crank-arm 44 on the cut-off valve 43 are so disposed that when the fender 48 is in its normal or raised position communication between the controlling-valve 2O and the motorl is open. When, however, the fender 48 is depressed (or moved rearwardly, eitherintentionally by some one outside the vehicle or by accident, as when an obstruction is niet with, the shaft 47 will be rocked and the movement thereof will be transmitted, through the means described, to the cut-off valve 43, and thereby throw the motor 15 out of operation. The said shaft 47 is also flexibly connected with the brake 39 through the disk 50 thereon, the cord or chain 5l, the rod or bar 52, and the series of links 53, the latter of which are attached to the rod or bar 4l, heretofore referred to. The result of this constructionis that when the fender 48 is depressed, cutting out the motor l5, the brake 39 is simultaneously applied. The fender 4S serves as a means outside the controlA of the operator for stopping the vehicle by cutting 0E the motor and applying' the brake. It will be found of great service in case an obstruction is met with, as above set forth. Also when, as at crossings, a vehicle is observed to be proceeding at too high a rate of speed, a policeman or other proper person may depress the ICO IIO

fender by hand for the purpose of slowing down or stopping altogether the progress of the vehicle. At certain times it may also be founddesirable for the operator to stop the progress of the vehicle suddenly inde-` pendently7 of the springs `37, which are provided for this purpose. In such case I connect to the rock-shaft 47 a supplemental footlever 54, which may be depressed to rook the shaft 47, cut o the mot-or l5, amlapply the brake 39. This rmode of stopping the vehicle may be quicker in its action than that which depends upon the spring 37.

Having thus described my invention, what I claim as new, and desire to secure byLetters Patent, is* v l. In a motor-vehicle, normally-locked controlling means for the motor, a normally-applied lorake, and releasing means for said controlling means and brake.

2. In a motor-vehicle, normally-locked controlling means for the motor, a normally-applied hrake, and means for simultaneously releasing said brake and controlling means.

3. In a m otor-vehicle, normally-locked concontrolling-lever for a motor, releasing means therefor, and means for returning said lever to its locked position, when the pressure upon said releasing means is relieved.

7. In a motor-vehicle, a normally-locked controlling-lever for the motor, foot-operated releasing means therefor, and a spring for returning said lever to its locked position when the pressure upon either said lever or releasing means is relieved.

8. In a motor-vehicle, a normally-locked vcontrolling-lever for the motor, a normallyapplied brake, releasing means for said lever and brake, and means for returning said lever to its locked position and applying said brake when the pressure upon said releasing means is relieved.

9. In a motor-vehicle, a normally-locked controlling-lever for the motor, a normallyapplied brake, foot-operated releasing means for said lever and brake, and a spring for returning said lever to its locked position and applying said brake when the pressure upon said releasing means is relieved.

10. In a motor-vehicle, normally-locked controlling means for the motor, releasing means therefor, a normallyapplied A brake, and connections between said brake and said releasing means, whereby the actuation of said releasing means simultaneously releases said brake.

In testimony whereof I have hereunto set my hand in presence of two subscribing Wit- IIBSSGS.

CHARLES A. LIEB. Witnesses:

WM. M. STOCKBRIDGE, DENIS J. DowNiNe. 

